Train-control system



Patented Apr. 17, 1928.

UNITED STATES PATENT OFFICE.

CLAUDE A. LYON, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE REGAN SAFETY DEVICES COMPANY, INC., OF NEW YORK,'N. Y., A CORPORATION OF NEW YORK.

TRAIN-CONTROL SYSTEM.

Application led May 5,

This invention relates to train control systems, and more particularly to roadside apparatus for transmitting one train control indication for freight trainsand another and diiferent train cont-rol indication for passenger trains under the same roadside conditions.

More specifically, it is vthe prime desideratum of my present invention to provide a roadside installation for train control systems of the type in which any of a plurality of different signals or indications are transmitted from the roadside to vehicle carried vapparatus in response to differing roadside conditions such as clear, caution and danger conditions, the said roadside vinstallation being operative for imposing speed or caution restrictions for all freight trains to prevent the freight trains from exceeding a permitted speed on down grades, around curves and the like, while permitting a normal or safe running condition of passenger carrying trains.

To the accomplishment of the foregoing and such other objects as will hereinafter appear, my invention consists in the elements and their relation one to the other as hereinafter more particularly described; reference being had to the accompanying'drawings which show the. preferred embodiment-s of my invention, and in which:

Fig. l is a circuit plan view of one form of roadside apparatus embodying the principles of my invention, and

Fig. 2 is a circuit plan view of a modified form of roadside apparatus showing the invention applied thereto. Y

Referring now more in detail to the drawings and having reference lirst to Fig. 1 thereof, I show my invention applied to a train control system of the contact or shoe and ramp type in which the indications for controlling the movement of the train are transmitted from the roadside through .ramps spacedly positioned along the roadside, with which ramps cooperate a shoe mechanism carried `by a vehicle of the train and connected to the vehicle carried circuits. As is well known to those skilled in the art, a .plurality `of different 'indications ma be transmitted rfrom the roadside to ve iicle carried apparatus by controlling the energy .supplied to the ramps, and in accordance 192e'. serial N6. 106,818.

With one well-known form of construction indications ofthe clear, Vcaution and danger7 traflic conditions may be vobtained by energizing the ramp with one polarity or another and by deenergizing the same. This is illustrated in Fig. 1 of the drawings by the ramp R located at the controlling station and associatedwith the roadside -signalling apparatus S at such station in a manner to be described presently, the said ramp being energized by a partial circuitcomprising the ramp R, con'ductor'l,

the pole changer arin k2, battery B', con:

ductor 3, pole changer arm 4, conductor 5, switch blade (3 operated by movement ofthe semaphore signal S and conductor 9 connected to one of tlie'rails t, t. The ole changer is connected to so as to be mov b Athe semaphore signal S so that when the signal is in the 90 or clear position the pole changer is in the position shown in full lines in the drawing, with the ramp energized positively, and so that when the semaphore signal is moved to the 45"l or caution position, the pole changer will be moved ywith its arms in the dotted line position shown in the drawings so that the ramp is energized negatively. It will Abe appar- Y cations to be transmitted to the veh-ic e carried apparatus. v

As heretofore stated, the prime desideratum of `my present invention centers about the provision of roadside apparatus constructedrand designed for transmitting one controlling indication for freight trains and another controlling indication for passenger trains under the same roadside conditions so as to impose different restrictions ony kfreight and passenger trains. To accomplish the desired object, l. provide track controlled circuits for controlling the operation ofthe semaphore signalling apparatus vS, the said track controlled lcircuits including mechanism for producing one trans-v mittable indication in the roadside apparatus for trains having a length less than a predetermined length and for producing another and different transmittable indication in'said roadside apparatus for trains having a length exceeding the said predetermined length. More specifically, to accomplish the desired end I provide a plurality of insulated track rail sections at a controlling station comprising end sections E and 'f2 and an intermediate section I insulated from the end sections, the said intermediate section having a predetermined length which is greater than the maximum length of passenger trains and less than the length of a freight train, the construction being such that the bridging of the intermediate section by a freight train produces one indication in the roadside apparatus, While the nonbridging of the intermediate section by a passenger train produces another and different indication in said roadside apparatus. l

Each of the rail sections E', E2 and I is provided With a track circuit energized in the usual Way by track batteries located across the rails, the track circuit for the sec'- tion E controlling a track relay TC, that for the section 'T2 controlling a track relay TA, and that for the intermediate section I controlling a track relay TB. For convenience of description the length of the intermediate section I may be designated by the arroWed line B and that of the sections E and E2 by the arrowed lines C and A re- 1 spectively.

For effecting the intended results, the track relays TA., TB and TC, governed by the length of a train, combinedly control a ycircuit means the operation of which is translated to control the operation of the roadside signallingapparatus S, and in the form of -construction shown in Fi 1 of the drawings` the said circuit means comprises a circuit controlling a relay S, the said circuit having the contacts 10, 11 and 12 controlled by Ythe track relays TA, TB and TC, the circuit comprisingl the battery B2, contact 1t) normally open, conductor 13, contact 11 normally open, conductor 14, contact 12 normally open, conductor 16, relay S', and con.

Vductor 17. The relay S governs the 45C l'15090O operating and holding circuit for the semaphore signal S by means of the Contact 18, the said latter circuit comprising the battery B3, conductor 19, contact 18 normally closed, conductor 20, semaphore siglnailing mechanism S, and conductor 21, the

construction being such that when the relay S is deenergized, the 450 to 90O operating circuit is energized as shown in the drawings and the semaphore signalling arm is in the 900 or normal position and so that when the relay S is energized the signalling circuit- Will be opened and the semaphore signalling arm operated to the 45 or caution position.

It Will be apparent from the foregoing that when a freight train moves over the track rail sections, the intermediate section I Will be bridged and all of the, track circuits TA, TB and TC Will be deenergized to close all the contacts in series 10, .l1 and 12 for operating the circuit thereof and energizing the relay S, Which in turn operates the signalling circuit to move the semaphore signal to its 450 or caution" position, the moving' of the freight train into the section therefore producing a caution operation of both the signalling apparatus S and the train control ramp R. It will be further apparent, however, that a passenger train Will be permitted to pass the controlling station Without operating the roadside apparatus to the caution position, the same being maintained in the normal or clear indicating position, as shown in the drawings, for the reason that the passenger train being of a length less than that of the intermediate section I, does not effect the simultaneous.

deenergizationof the three track relays TA, TB and TC. By the provision of this construction, therefore, one indication such as a caution indication may be transmitted to moving freight trains to impose a restriction thereon and a clear indication may be transmitted to passenger trains moving on the roadbed under the same roadside conditions.

Referring now to Fig. 2 of the drawingsl I show my invention applied to a roadside controlling apparatus of the induction or non-contact type, the same embodying modiied controlling circuits. The induction apparatus may comprise an inductor I adapted to receive energy from the vehicle carried apparatus for transmitting the same either to an inductor Ig or to an inductor I3 depending upon traffic conditions, the selection of the inductor-s IL and I3 being controlled by pole changer contact arms 22 and 23 connected to for operation by the semaphore signalling apparatus 1S. The semaphore nalling apparatus is shown in F ig. 2 of the drawings normally in the caution or e150 position, and in such position the inductor' I is connected to the inductor I2 by means of a circuit comprising the inductor I', conductor 2li, pole changer arm 22, conductor 25, inductor I2, conductor 2G,V pole changer contact 23 in full line position, conductor 2T, switch arm 28 connected to and movable with the semaphore signal 1S and conductor l/Vhen the semaphore signalling arm is ope ated to the 90o or clear position, the inductor I is connected to the inductor I3 by the shifting ofthe pole changer arms 22 and 23 to the dotted line positions, the circuit embracing the inductors then including the inductor I', conductor 24, contact arm 22 in lll() dotted line position, conductor 30, inductor Ia, conductor 3l, contact arm 23 in `dotted line position, conductor 27, switch blade 28 and conductor 29.

In the modification shown in Fig. 2, the signalling arm v1S is normally in the caution position and is maintained in such position by movement of freight trains over the track rail sections, the semaphore signalling arm being moved to the normal or clearposition by the movement of a. passenger train into the sections. To accomplish this operation the rails t, t are divided into insulated sections comprising an inter-- mediate section I and terminal or end sections E and F12-similar to those described in connection with Fig. l of the drawings, these sections controlling the operation of the track relays TA, TB and TC.

The .track relays TA, TB and TC combinedly control a circuit which includes in series the contacts 32, 33 and 34 arranged in a circuit comprising the battery Bt, contact, 32, conductor 35, contact 33, conductor 3G, contact 34, conductor 37, relay S', conductor 38 and conductor 39 back to the relay B4. This circuit is normally open at the contact 33, as shown in thedrawings, and is closed only by movement of the passenger train over the rails, as when the passenger train is Wholly Within the intermediate section I. l/Vhen the circuit is closed7 the relay S is energized for closing a Contact 40,

which contact operates the 90O operating cir-' cuit of the semaphore arm 1S, such latter circuit comprising the battery B5, conductor 4l, conductor 32, operating mechanism for the signalling arm 1S, conductor 43, contact 40, conductor 44 back to the battery B5.

Preferably the track controlled circuit which includes the relay S is provided With stick circuit means for holding said circuit closed until the train leaves the controlling station, said stick circuit means being vopened by the movement of the train from the controlling station. The said stick circuit means includes a stick contact 45, conductor 46, a contact 47 controlled by track relay TD, conductor 48, battery B5 conductors 4l, 49 and 38, relay S', conductor 50 back to stick contact 45. With this construction it will be apparent that When the relay S is closed by the location of a passenger train Within the intermediate section I, the relay will be held closed by the stick circuit and Will be opened only when the train carried apparatus passes the inductors I/ I3 and the train reaches track rail secytion D Which deenergizes the relay TD.

tion 1S it will never lie Wholly Within thev intermediate rail section I so that either the track relays TA or TC Will be deenergized,

maintaining 'the track controlled circuit to the relay Sopen and hence maintaining the signal arm lsA and its train control inductive means in the caution condition. Al passenger train, however, under the same roadside conditions Will operate the roadside apparatus to the clear conditions, permitting unrestricted movement of the passenger train in passing the control station.

The use land operation of the roadside control apparatus of my invention will in the main be fully apparent from the above detailed description of the construction and function thereof. It will be further apparent that While I have shown and described my invention in the preferred forms, that many changes and modifications may be made in the structure disclosed Without departing from the spirit of the invention, defined in the following claims.

I claim:

l. In a train control system, roadside apparatus for transmitting tratlic controlling indications to vehicle carried apparatus, and track controlled circuits controlling the operation of said roadside apparatus for governing the character of indication to be transmitted thereby, said track controlled circuits including mechanismfor producing one transmittable indication in said roadside apparatus for trains having a length less than a predetermined length and for producing another and different transmittable indication in said roadside apparatus for trains having a length vexceeding the said predetermined length.

2. In a train control system, roadside apparatus for transmitting tratlic controlling indications to vehicle, carried apparatus, and track controlled circuits controlling the operation of said roadside apparatus for governing the character of indication to be transmitted thereby, said track controlled circuits including mechanism governed by the length of a train for producing one transmittable indication in said roadside apparatus for trains having a length less than a predetermined length and for producing another and different transmittable indication in said roadside apparatus for trains having a length exceeding the said predetermined length.

3. In a train control system, roadside apparatus for transmitting traliic controlling indications to vehicle carried apparatus, track rail sections including an insulated section having a length greater than that of a passenger train but less than that of a freight train, and circuits controlled by said track sections for controlling the operation of said roadside apparatus to govern the character of indication to be transmitted thereby, said track controlled circuits including mechanism for producing one transmittable indication in said roadside apparatus for passenger trains and for producn ing another and different transmittable indication in said roadside apparatus tor freight trains.

4. In a train control system, roadside apparatus for transmitting trahie controlling indications to vehicle carried apparatus, and track controlled circuits controlling the operation of said roadside apparatus for governing the character of indication to be transmitted thereby, said track controlled circuits including mechanism for producing a clear or sate indication in said roadside apparatus tor trains having a length less than a predetermined length and for producing a caution indication in said roadside apparatus tor trains having a length exceeding the said predetermined length. Y

5. In a train `control system, roadside apparatus for transmitting tratiic controlling indications to vehicle carried apparatus, track rail sections including end insulated sections, and an lintermediate insulated section having a predetermined length, and circuit means controlled combinedly by said end and intermediate track sections for controlling the operation of said roadside apparatus to produce one transniittable indication in said roadside apparatus for trains having a length less than the predetermined length of the intermediate track section and for producing another and different transmittable indication in said roadside apparatus for trains having a length exceeding the said predetermined length.

6. In a train control system, roadside apparatus for transmitting tratlic controlling indications to vehicle carried apparatus, track rail sections including vend insulated sections and an intermediate insulated section having a length greater than that ot a passenger but less than that o't' a 'freight train, and circuit means controlled combinedly by said end and intermediate track sections for controlling the operation of said roadside apparatus to produce a clear indication in said roadside apparatus for passenger trains and to produce a caution indication 'therein for `freight trains.

7. In a train control system, roadside apparatus for transmitting tratiic controlling indications to vehicle carried apparatus, insulated track rail sections including end sections and an intermediate section having a predetermined length, a track circuit for each of said track rail sections and circuit means controlled conibinedly by said track circuits for controlling the operation oi said roadside apparatus, said circuit means being controlled so that the deenergization ot all ot the track circuits as by the bridging of a train of said intermediate circuit, produces one transmittable indication in said roadside apparatus and the deenergization of, less than all of said track circuits as byV a train having a length less than the length of the intermediate section produces another and different transmittable indication in said i'oadsidc apparatus.

8. In a trainv control system, roadside apparatus for transmitting traiiic controlling indications to vehicle carried apparatus, insulated track rail sections including end sections and an intermediate section having a length greater than that of a passenger train but less than that of a freight train, a track circuit tor each of said track rail sections and circuit means controlled combinedly by said track circuits tor controlling the operation ot' said roadside apparatus, said circuit means being controlled so that the deenergization of all ot the track circuits as by the bridging of a freight train of said intermediate circuit, produces a caution indication in said roadside apparatus and the deenergization of less than all of said track circuits as by a passenger train produces a clear indication in said roadside apparatus.

9. In a train control system, roadside signalling apparatus, roadside apparatus for transmitting traffic controlling indications to vehicle carried apparatus and governed by said signallingapparatus, insulated track rail sections including end sections and an intermediate section havinga predetermined length, a track circuit for each of said track rail sections and a circuit controlled combinedly by said track circuits for controlling the operation of said roadside signalling apparatus, said circuit being controlled so that the deenergization of all of the track circuits as by the bridging of a train 'of said intermediate circuit, produces one indication in said roadside signalling apparatus and the deenergization of less than all ot said track circuits as by a train having a length less than the length of the intermediate section produces another and different indication in said roadside signalling apparatus.

10. In combination, roadside signalling apparatus, insulated track rail sections including end sections and an intermediate section having a predetermined length, a track circuit for each of said track rail sections and al circuit controlled combinedly by said track circuits for controlling the operation ot' said roadside signalling apparatus, said circuit being controlled so that the deenergization of all of the track circuits as by the bridging of a train ot' said intermediate circuit, produces one indication in said roadside signalling apparatus and the deenergization of at least one of said track circuits as by a train having a length less than the length ot the intermediate section produces another and different indication in said roadside signal-ling apparatus.

11. In combination, roadside signalling apparatus, insulated track rail sections including end sections and an intermediate section having a length greater than that of a passenger train but less than that of a freight train, a track circuit for each of said track rail sections and a circuit controlled combinedly by said track circuits for controlling the operation of said roadside signalling apparatus, said circuit being controlled so that the deenergization of all of the track circuits as by the bridging of a freight train of said intermediate circuit, produces a caution indication in said roadside signalling apparatus and the deenergization of less than all of said track circuits as by a passenger train produces a clear indication in said roadside apparatus.

12. In combination, roadside signalling apparatus, and track controlled circuits controlling the operation of said roadside signalling apparatus for governing the character' of indication exhibited thereby, said track controlled circuits including mechanism for producing one indication in said roadside signalling apparatus for trains having a length less than a predetermined length and for producing another and different indication in said roadside Vsignalling apparatus for trains having a length exceeding the said predetermined length.

13. In combination, roadside signalling apparatus, track rail sections including an insulated section having a length greater than that of a passenger train but less than that of a. freight train, and circuits controlled by said track sections for controlling the operation of said roadside signalling apparatus for governing the character of indication exhibited thereby, said track controlled circuits including mechanism for producing a clear indication in said roadside apparatus for passenger trains and for producing a caution indication in said roadside apparatus for freight trains.

Signed at Chicago, in the county of Cook and State of Illinois, this 22nd day of April,

CLAUDE A. LYON. 

